Railway-car brake



2 Sheets-,Sheet 1.

J. R.-. JONES. Railway-Gar Brake.

N07 11. Patented Mar. 16,1880.

WITNESS W NJETERS, FHOTUUTHOGRAFHER. WASHINGTON. D O,

2 Sheets-Sheet 2.

J. R; JONES. Railway-Oar Brake.

' P ate 'nted Mar. I6, I880.

jljlll-llllllli INVBNTOR: BY

- ORNEYS.

RAI LWAY-CAR BRAKE.

SPECIFICATION forming part of Letters Patent No. 225,611, dated March16, 1880. Application filed January 524, 1880.

To all whom it may concern:

Be it known that I, JOHN R. JONES, of Glarksville, in the county ofButler and State of Iowa, have invented a new and useful Improvement inRailway-Oar Brakes, of which the following is a specification.

The object of my invention is to give to the engineer of a train fullcontrol of the brakes without interfering with their operation by handon each car; and the invention consists in a pronged lever hung at eachend of each car, the levers on each car being connected together and tothe brake-chains, and the levers being fitted for continuous contactthroughout the train, so that when the brakes are ap plied on the tenderby power from the engine there is a continuous or successive applicationof the brakes from the first to the rear car.

My invention consists, also, in certain details of construction wherebyI obtain facility of operation, all of which will be particularlydescribed with reference to the accompanying drawings, forming part ofthis specification.

In the drawings, Figure 1 is a side elevation of a locomotive andtender, showing the mechanism for operating the brakes. Fig. 2 is aninverted plan view of the tender, and Fig. 3 is a vertical longitudinalsection of the same. Fig. 4 is an inverted plan view of a car as fittedwith my improvement. Fig. 5 is a vertical longitudinal section, and Fig.6 an end view, of the car.

Similar letters of reference indicate corre sponding parts.

A is the locomotive, B the tender, and O a car. All the cars of a trainwill be fitted in the same manner as the car 0. a a in all the figuresare the usual brakes; b b, the brake-levers; c c, the rods and chains,and cl the handwheels for operating the brakes in the usual manner.

Upon the locomotive A is a winding drum or shaft, 0, carrying afriction-wheel, f The shaft 6 is hung in fixed bearings at one end, andits end carrying the wheel f is hung on the lower end of a lever, 9,that is fulcrumed in a hanger at the side of the locomotiveframe, sothat by movement of lever g the wheel f is thrown in or out of contactwith one driving-wheel of the locomotive. From the winding-shaft e achain, It, passes to a winding-drum, i, that is fitted beneath thetender B, either on the shaft of handwheel d or as shown, and to obtainmore power the drum z'is fittedin separate bearings, and gears with apinion, t, on the hand-wheel shaft.

This construction permits the brakes to be applied by power from thedriving-wheel, or by hand by operation of the hand-wheel.

To the shaft of the drum i is connected a chain, k, that passes to thebrake-rod o, and upon the opposite end of the tender is hung a lever,on, from the lower end of which a rod, 022 extends to about mid-lengthof the tender, and is connected to the brake-rod 0.

Upon the opposite ends of the car 0 are hung levers m, which areconnected together at their lower end by a rod, n, and one lever m isconnected by a chain, 0, to the brake rod 0 of the car G.

The lever in of the tender B and levers m of car 0 are similar inconstruction, and are formed with the upper portion spread orforked,

to give a broad bearing of the lever-on one car with that on the nextand insure contact in case the cars sway sidewise.

The levers m m are to be hung directly on the ear-frame, or to thebolsters of the trucks beneath the draw-heads, and thus serve as meansfor transferring the motion of the brakerods of one car to the car nextbehind, the operation being the same whichever end of the car isforward.

In operation, if the engineer desires to brake the whole train, it isonly necessary to apply the brakes of the tender by hand or power, asdescribed, which sets the lever m with its upper end projectingbackward, and the forward lever in of the first car is thereby moved andthe brakes of the car applied, and the movement again transferred by therear lever m to the next car, and so on to the end of the train, and asthe cars close together the brakes are tightened. Thus the brakes on 5each car are tightened as required, after the first movement,independently of the tender, a continuous chain throughout the train isnot required, and the only motion required is the initial movement ofsetting the brakes of the tender. The brakes are freed by slackening thetender-brakes, and the contact of the levers tends to keep the brakesfree until it is desired to set themagain. This construction permits thebrakes on each car to be operated as usual when desired.

Having thus described myinvention, I claim as new and desire to secureby Letters Patent 1. In mechanism for operating car-brakes, the leverson m, hung at opposite ends of the cars, and connected together and tothe brakerods, whereby the brakes of the cars are applied by contact ofthe levers with similar levers upon the tender or next car substantiallyas shown and described.

2. ln car-brakes the combination with the brake mechanism andhand-wheels for operating the same, of the levers m, hung at oppositeends of the cars, and connected with the brake-rods whereby all thebrakes of a train train, substantially as described and shonXi 3. Incar-brakes, the lever g, shaft 6, chain h, and friction-Wheel f, fittedon the locomotive, in combination with the brake mechanism of the tenderand cars, and the levers m m, for giving simultaneous movement to allthe brakes of the train, substantially as described and shown.

4. The windingdrum '6, chain 70, and pinion t, combined with thehand-wheel and shaft d, the brake mechanism of the tender, and the leverm, for giving simultaneous movement to the brakes of the adjacent carsubstantially as described.

JOHN B. JONES.

Witnesses J. 0. STEWART, 'lnos. A. WHITAKER.

